Clutch operating apparatus



oa.' 22,l 1940. o, A ROSS 2,218,723

CLUTCH OPERATING APPARATUS Filed June 17, 1959 2 Sheets-Sheet l Oct. 22, 1940. O. A. ROS-5 2,218,723

CLUTCH OPERATING VAPPARATUS Filed June 17, 1959 2 sheets-sheet 2 Patented Oct. 22, 1940 STATES o v j 42,218,723.

CLTCH OPERATING APPARATUS Oscar A. Ross, Los Angeles, Cjalif. Applicatin June 17, 1939K, Serial 279,702

an v-r'morepavrticula'rly to that form propelled by l'fy`dr 'earbonfmotors, and forms a continuation part application of my co-pending application SerialNo.=-79,803, filed, May 14, 1936. The clutch between the motor and transmissien of present motor-driven vehicles, whether 'slow rate through this portion 'of said stroke,` the clutch grabsor locks causing a jerking forward of'th'e vehicle with a possible stalling of the mofti This inventio-n comprehends overcoming this difcultyb'y materially lengthening that portionn of the stroke of the pedal or power operated device 'which' represents the difference between th'e'point of lthe initial engagement and the point 'f'full Vengagementl of theV clutch thereby softening the transmission of power from the engine to the vehicle when starting,` at the same time Der- Iitting a sub-stantially constant movement of 'said pedalor lpower operated device during the clutch engagement operation;v v """Tli'e lengthening of the 'strokeportion of said 4pedalfor'powc'er operated device correspondingl to tipriod of 'clutch engagement also reduces the tension on the part of operators who usethe ped al in`r preference to a power'operated device for engaging and disengaging the clutch, since the clutch pedal may be comparatively quickly moved from disengaged to engaged position without causing a jerking forward of the vehicle, or stalling of--the engine. I- Furthermore, while driving vehicles, operators often meet emergencies and become confused, at which time lthey ldepress the accelerator pedal very hard believing it to be the brake pedal, and therefore' instead of preventing an 'accident they increase its hazards. This invention comprehends inter-connecting'the accelerator pedal of favehicle, the ignition apparatus thereof and the brakingsystem thereof whereby upon abnormal depression of nanaccelerator pedal the ignition is cut off and the brakes are applied.

Till-he invention further `comprehends novel control' of the motor or engine throttle valve by the 'accelerator pedal whereby said throttle valve iJ -maintained in the idling position at both the released and fully depressed positions and is moved totheafullopent-position during the movement of 1s claims. (c1. registi" This invention relates to self-propelled vehicles said accelerator pedal from releasedr'tozfully depressed positions, the acceleratorpedalals'beh ing arranged to control ythe brake mechanism Tof the vehicle supporting said accelerator pedali. afTheinvention further comprehends novel and 5 peculiar lcircuits'and apparatus for accomplish'- ing the aforesaid. y '4 'S I'Other advantages'and 'novel .features of thein- .vention will beapparent as the description there-'- of progresses and thevnovel structureis' pointed 'm out therein, and wherein: Y i. -l T iFig'ure'-l is a side elevationalA viewJof am'ot'or vehicle supporting the various 'embodimentsl of the inventionland Fig. 2 isa' part 'sectional view .of the same` showing the'clutch 4control thereof l5 and Fig. 3 is also a part sectionalviewof said vehicle showing' a .combined throttle valve and brake mechanism control, "and Fig.4 lis a section; a'lfview in detail showing partrof the clutchc'ontrolling mechanism, and 'Figi 5,' is a sectionallfview 20 offa" circuit controller employed on said'vehicle', and Fig. 6, is a' circuit plan employed on said Vveil .hiclegand Fig. '7, is a part sectional View of ya modiedfform. of throttle Valve and brake con; trol, and Fig. 8, is still: another modified AView of 25 the same, and Figs..9and 10, are charts showing the difference between the'eng'agement of? pres# ent clutches and the engagement of'a clutch opferated in accordance with this invention. 11 is a perspective view of a modified portion of .the '30 invention, and Fig. 12 is a part lsectionaL'part elevational View of a'modied form of clutch operating'v mechanism taken on line I2 I2` of Fig. 13,' and Fig. 13 `is an end View of the same taken on line I3-I3 of: Fig. .12, and Fig. 14 is a detailed part elevational View of a modified portionY of the mechanism shown in Figs. 12 Aand 13. V l Referring to Figs. 1,'2- and `3 vehicle I includes a` power generating and transmission unit 2 including the usual motor, as 3 and a clutch (not shown) arranged to be disengagedr upon counter'- olockwise rotation `of shaft' 4 and engaged by clockwise rotation thereof, and transmission unit 'driving propeller shaft .6 arranged to roe tate rear wheels 1.. Said vehicle further` includes 45 'dash-boardportion 8 and floor board portions 9 and I0. Said vehicle' further includes a braking I mechanism, the brakes of'which are arranged to be operated upon movement of rod, I I to the left'. Motor 3 includes inlet manifold I2,Y carburetor I3 and throttle valve shaft` I4 arranged to move the throttle valve toithe'idling or closed position `whenhlever I5 engages stop I6 and move to the full open position when saidlever'engages stop -L '4 :Y l

Clutch shaft 4 is normally rotated clock-wise to the engaged position of the clutch by a comparatively powerful spring (not shown), foot pedal secured thereto being shown in the engaged position. Spring having one end thereof fixed to said vehicle and the other end secured to said pedal is merely for the purpose of taking up the lost motion in the clutch mechanism after said clutch has been engaged by pedal 28 and thereby preventing the rattling of these parts while said vehicle is being operated. Whereas clutch pedal may be depressed by the foot eX- tension 2| said pedal as shown is preferably operated by a power operated device 23 comprising vacuum cylinder 24 having piston 25 operating therein and moved to the left under the influence of vacuum from manifold I2 controlled by Valve 26 and flowing through pipe 21, cylinder 24 being pivoted on pin 28. Vacuum controlling valve 26 may be of the form disclosed in Patent No. 1,470,- 272 to Belcia, dated October 9, 1933, the valve operating rod 26a being connected to throttle valve operating rod 46 for movement by accelerator pedal48.

Said power operated device 23 further includes a lbalancing unit 3!) comprising a housing 3| pivotally secured to pedal lever 26 by pin 32 and in whichis positioned tensioned compression spring 33, one end of which engages allocating portion 34 of connecting rod 35, the other end of which is pivotally secured to piston 25 by pin 36, the opposite end of said spring impinging on allocating washer 31 secured to housing 30.

' Throttle valve lever I5 is controlled by accelerator pedal 48 pivoted to bracket 4| by pin 42. Accelerator 48 comprises foot depressing portion 43 having boss 44 arranged to engage button 1I of circuit controller 10 secured to bracket 4I and also includes operating lever portion 45 having one end of a link connection secured thereto by pin 41 and the other end thereof slidable in boss 48 pivoted to lever I5. Adjustable nuts 49 normally engage boss 48 through spring 50, one end of which impinges against collar 5| secured to rod 46 and the other end of which engages Aboss 48, thereby tending to move rod 46 to the right and affecting engagement of nuts V49 with boss 48. To the lower end of lever 45 is pivotally .secured armature 52 arranged to be moved to the left into solenoid 53 when said solenoid is energized, said movement being arranged to jointly move link 55 also pivoted to lever 45 bypin 56 also serving to pivotally support armature 52, to the left, said link being slidable through brake operating lever 51 arranged to operate the brake mechanism of said vehicle through rod Il, lever 51 being pivotally supported on pin 58. Rod 55 is supplied with adjustable nuts 59 arranged to engage boss 60 of lever 51 for the movement thereof to the left and thereby apply said brakes. Armature 52 is also arranged to establish a circuit in circuit closer 54 as more fully hereinafter described.

Brake rod II is also arranged to be operated by link 6I actuated by the usual brake pedal not shown, a suitable lost motion mechanism being interposed between said brake lever and rod 6| whereby said lever may remain stationary when said rod is moved to the left.

Referring to Fig. 5, circuit controller 18 comprises metal casing or sleeve 12 supporting insulating sleeve 13 and insulating bushing 14 Yat the upper end and insulating bushing 15 at the lower end thereof. Plunger unit 16 comprises dirt protecting cap or button 1| secured to the exposed end thereof, the opposite end supporting insulating collars 11 clampably allocating circuit bridging member or ring 18 arranged to y establish a circuit through contact members 19- 16 in the upper position thereof and contact members --80 in the lower position thereof, only one of said last-named members being shown. vCollars 11 are normally held in position by compression spring 8|, one end of which impinges against metal washer or allocating collar 82, and the other end of which impinges against a similar collar 83 seated on insulating disc 84. Insulating member 85 is supplied with suitable notches for allocating members 19 and 80 and is also supplied with a recess 86 receiving' the several conductors 81 of cable 68 extending through said insulating member 15. Metal sleeve 12 is suitably secured to ange member 89 having dirt protecting upstanding portion 90. Circuit controller 10 is preferably suitably secured to bracket 4|. v

Referring to Fig. '1, showing another embodiment of the invention, modified accelerator pedal 9| includes gear sector portion 92 meshing with gear sector portion 93 of operating lever 94 t pivotally secured to link 95, one end of which is slidable in boss 48 of throttle valve lever I5 and the other end of which is pivoted to lever 94 by pin 96. Collar 91 rigidly secured to rod 95 is normally arranged to impinge on boss 48 by the action of spring 98 interposed between said boss 48 and adjusting nuts 49. Lever 94 is pivoted on stud 94a. l

Referring to Fig. 8, showing a modified accelerator unit, accelerator 9| is arranged to have the sector 92 thereof engage a pinion |08 which is rotated substantially one complete revolution upon the operation of lever 9| from fully release to fully depressed positions or upon the reverse of said movement between said positions. Pinion |99, supported on stud IUI, is arranged to rotate operating lever |92. It is to be noted that said lever is so positioned during the extreme released and depressed positions of accelerator pedal 9|, that the axis of the operating link or rod intersects the axis of stud II. By this arrangement a comparatively small movement of the throttle valve occurs with respect to movement of pedal 9| during the initial and extreme movements thereof. This permits comparatively large movement of accelerator pedal 9| during lthe normal driving periods` of a vehicle and decelerating said motor speed and simultaneously depressing button 1I for applying the brakes and cancelling the operation of said motor where the circuit controllers 'I9 are employed for cancelling the ignition of said motor.

Referring to Fig. l1, showing a modied form of balancing unit 39 preferably to be employed on newly manufactured cars, clutch pedal IIIl is rotatably supported on clutch operating shaft III, suitable collars being supplied on each side of said lever for preventing axial movement on This a said shaft'.l Collar I'l2 is fixed"to`shaft IIIv bys'et screw I I3'ror`a S'UitabIetaper'piI-i, said collar having pin' or vextensin'5|Illferlgagigl one eIid 0f compressionspring H5."l "Iheotherv end of said spring engagingl the 'extension ofv .lever H0. Spring' H5 is normally'lunder tension and ar' rangedv to rotatelever H clock-wise' withre-l spect to shaft l Il until stop member H1 formed on said lever engages stop member I'I-8'- of c'llar H2.` 'i

Referring-'to the chart shown in Figs?. 9' and l0, the ordinates' of these ch-arts represent pedal travel' ori rotationof shafted whereas the absciss'asv represent engagement between the clutch engaging members.` Fig'. 9. represents-"thecurve of clutch engagement of conventional clutches. The point X representinginitialengagement of ppo'-sA site members ofthe clutchandfthe' point Y vrepresentingfullengagement betweensaid memcertain powervoperated devices now in use. However, since' the period of engagement corresponding to A isl not changed, a very ne adjustment between the mechanism affecting this double clutch engagement' and the clutch mechanism must be maintained since maladjustment between these elements would -either permit the clutch to engage before said mechanism is effective to produce the softening'effec't or after said soften-i ing effect has taken place.v

Fig. i0 illustrates the clutchv engagement obtained by this invention, the initial clutch engagement occurring at X and the `final clutch engagement occurring at`Y, the period of clutch engagement being represented by B and since the period of 'clutch engagement represented by B is many :times that represented by A, maladjustment between'a power operated clutch mech-- anism andthe clutch mechanism per sedoes not materially affect the operation of obtaining soft engagement of saidclutch mechanism.

It isto be vunderstood that in 'using the termclutch is meant va unit havingv driving and driven elements normally engaged by movable members including a spring, acting to effect engagement between said driving and driven merri-A bers, said movable members'-A being arranged to effect this engagement therebetween, upon movement of said movab-letmembers, the driving eleine-nts being driven by the motor of vehicle- I, and the driven'elements actingV to effect propulsion of said vehicle through the wheels lA thereof.-

Assume. the drivingv and drivenelements ofthe clutch are to be disengaged andv re-engaged by s power operated device shown in Fig. 2, and vas-r `suming further that the clutch is in yengaged position as shown in said figure, vacuum produced in cylinder 24, bye-operation of valve 26, acts to move piston 25 to the left; During the initial movement of piston 25, corresponding to the portion of pressure curveP` from the left margin of the chart tothe point X, and which also cor-l responds to the slack motion portion of the clutch lever travel, said piston, unit 39 and clutch lever move substantially synchronously. As soon f; as clutch'lever `Zbegins to effect disengagement ceases movement and the continued movementV of piston 25 to the left acts to'compress spring' 33.

Preferably just gprior to the full compression tlferedf, clutch lever A20 again begins to rotate countercloclr-wise, moving synchronously with the continued movement of piston until said piston has reached the end of its stroke.l Ass'o'on als clutch flever 2B again begins to rotate cour'iter-jv clolckfwise, the driving and driven elements of said clutch begin to disengage, `the full disen gagementy being effected in a comparatively short travel ofnpiston Z5 as represented by A of Fig. 9; Uponrelease of vacuum in cylinder 2li-by reversed operation ofvalve 26', piston 25 and b-alancingunit vmove'to the right ata substantially uniform `rate of travel, clutch lever 26 rotating clock-wise and moving substantially synchronously therewith-until the driven elements of said clutch begin to engage they driving elements thereof, whereafter kthe clock-wise rotation of clutch lever begins toV retard with respect to the movement of piston and connecting rod secured thereto, whereupon spring 33 begins to extend.y `At the point of initial engagement of the driving and driven elements, the Ypressure of spring 33 and thegpr'essure of they spring effecting engagement of said driving andv drivenelements is substantially proportionally balanced, all lever connections between saidlines of pressure 4being considered. Whereas the' engaging pressure be-v tween sa'id drivingand drivenel'ement is sub. stantially nil when initially engaged, as spring 33 extends, this pressure becomes gradually greater. Referring tokFig. l0, the distance of pressure curveP fromr the leftmargin of the chart to the point X represents a travel of piston 25,'unit 3l)v and clutch lever 2E! substantially in synchron'ism.V

As 'said driving' and driven elementsv engage, and

spring 33 extends, the engaging pressure between said driving and driven elements builds` up as,v

shown by the portionof pressure curve 1:' extending between poin'ts'X and Y corresponding to` a lclutch lev'er'travel B; which it will be noted,

is several times greater the corresponding travel"v A yof-.a conventional clutch engaging mechanism shown inV Fig. 9. Point 'Y o'n curve P represents full engagement of saiddriving and driven elements, andthe remainder of said curve tothe right of point Y; represents the substantially synchronous movementof piston 25, balancing unit 38 and clutch lever 2i! after full engagement of said driving and-'driven elements, correspondin'gtc the klost motion between said driven elevments and said parts of the mechanism effecting 'engagement'l and disengagement thereof between said driving elements.

Assume that' it is desired to manually effect disengagement and re-engagement of the driving and driven elements, vat the same time producing soft engagement therebetween. Disengag'ement0 of said elements is effected by depressing foot pedal 2| thereby compressing spring Zic, one end ofV which impinges on 'collar 2 ibi'forrned on square shaft 2 la, extending through square opening 2id,

manual pressure `on foot pedal' 2i, and graduallyv retracting the operators foot thereon, both said spring I I5 is similar to that of spring 32, the

clutch lever and said foot pedal move clock-wise substantially synchronously until the driving and driven elements of said clutch begin to engage, whereupon the movement of lever 20, begins to retard with respect to the movement of foot pedal 2|, thereby effecting a soft engagement of said driving and driven elements, ythe full engagement therebetween being effected when collar 2| b again seats in housing 2|e.

r.Referring to Fig. 11 the function of coiled mechanism shown in thisgure being a balancing unit corresponding in function to unit 30, however, being modified with respect to location, said balancing unit being placed between a clutch lever, as I I0, and a clutch operating shaft,- as I I I, corresponding to shaft 4 of Figs. 2 and 3. When employing this form of balancing unit or mechanism, for power operation, piston is preferably directly link connected to the clutch lever, as I I0, the balancing unit, as 30, being omitted. As hereinbefore stated, this form of balancing unit it to be preferred when said balancing units are incorporated in newly manufactured motor driven vehicles, whereinsoft clutch engagement is desired by either power, or manual operation of a clutch lever, as ||0, the foot pedal 2| being formed integrally with clutch lever I I0, and in which instance the auxiliary manually operated balancing unit parts 2|a, 2lb, '2|c, 2|d and 2|e are omitted.

Referring to Figs. 12 and 13 showing another modified mechanism for soft engagement of clutches, driving member |20 is arranged to engage driven member |2| slidable on but arranged to rotate shaft |22, said members being normally engaged by spring |23. Driving member |2| is axially moved by forked lever or clutch operating member |24 fixed on shaft |25 rotatably `mounted* in suitable bearings not shown. Lever |24 supports stud or shaft |26 rotatively supporting drum4 or pulley member |21 including pinion or secondary speed reducing member |28 secured thereto, said pinion meshing with gear sector or primary speed reducing member or reduction member |29 rotatable on shaft |25 but restrained from axial movement thereon. Lever |24 also includes stop lug I 30 engaging stop screw |3| adjustably locked to lug |32 formed on gear i sector |29. Movement of gear sector |29 counterclockwise is limited by adjusting screw |33 locked to fixed boss or portion |34 by lock nut |35. Drum or pulley member |21 has one end of band or cable |36 secured thereto for winding onto and off said member and the free end thereof secured to clevis member |31 pivoted tothe lower end |38 of clutch operating pedal |39 pivoted on stud |40. Clevis |31 is also adjustably secured to power operated rod |4| actuated by piston 25 of power` operating unit or mechanism 24 hereinbefore described.

Whereas the pinion |28 and gear sector |29 have been shown as having a number of teeth for enmeshment, said pinion may have a single roller tooth |2817 formed on a shank l|28a as shown in Fig. 14. Also gear sector |29 may be modified to include a single tooth space |2917 on gearv sector or reduction member |29a also shown in Fig. 14. Referring to the operation of the modified form of clutch operating mechanism shown in Figs. 12, 13 and 14, the modification shown in Figs. 'IZ and 13 is assumed to have the driving and driven elements in engaged position for transmitting power therebetween, the power operated piston 25 being assumed to be at the outward end of its stroke or movement. g As' vacuum from motor 2*,is transmitted to 24 Aby operation ofrod 2 6aby depressing an accelerator. pedal as 40 orv 9|',or by depressingv clutch pedal |39 manually, therod 4| and bandprgcable |36 are drawn to, the right thereby rotating vdrum |21 and pinion |28. VSince drum |21 is freeto rotate on stud |25, pinion |28 will act to rotate gear sector |29 c ounterclockwise,however, since said sector -is engaging stop screw |33, the rotation of said pinion will act to slowly rotate clutch operating lever 24 clockwise and this movementwill be comparatively slow withrespect to the travel of band or cable |36, being proportional to the pitch diameters of said; pinion and drum |21. During this movement of lever |24 which comprises the engaging and disengaging period of the clutch, the gear sector |29 has remained stationary until the stop .portion |30 reaches stop screw |3I, atwhich time the disengaging period of travel of lever |24 has been completed and the lost motion or disengaged period begins, both the lever |24 and the gear sector moving synchronously as band or cable |36 continues to move to theright. 'Ihe movement of lever |24 during the disengaging travel corresponds to A of Fig. 9 whereas the movement or travel of the band or cable |36 and piston 25 correspondsV to B of Fig. 9. It is to be noted that with a xed rate of travel of piston 25 and band or cable |36, the travel of lever |24 and therefore driven member |2| is also at a fixed rate of travel but at a com paratively slower rate oftravel. Upon releasing said vacuum in unit 24 the reverse of the above described operation occurs, the band or cable and lever |24 travelling synchronously until sector |29 engages stop screw |33 whereupon said sector ceases movement but said lever |24 is more slowly moved until the driving and driven elements |20 and` |2| are fully engaged, the stop portion |30 moving away from stop screw |3|. When engaging the clutch, the gear sector-|29 engages fixed stop 33 prior to initial engagement of clutch members |20 andI2I.

Itis to be noted that in the modification shown in Figs. 12, 13 and 14, the driven member |2| and power operated unit 24 are positively relatively moved during the engagement of said driving and driven elements, thereby insuring a constant rate of travel whichis highly essential to obtain soft clutch engagement, this constantrate of relative travel being obtained irrespective of friction of the moving parts in the clutch operating mechanism. This modification therefore is to be preferred to the spring balanced unit as 30 which does not provide such a constant relative rate of travel where friction in said moving parts occurs, the travel being irregular and proportional to the coeicient `of friction of said clutch operating mechanism or part and the spring pressures effecting clutch engagement.

Referring to Figs. 3, 5 and 6, accelerator pedal 40 is normally returned to released position by a comparatively weak spring 29 and normal operation of said accelerator comprises in moving a foot portion Vfrom released position as shown until boss 44 engages button 1| of circuit ccntroller 10 at which time the throttle valve is in full open position and lever I5 engages stop |1, pedal 40 being normally operated between these positions for operation of vehicle I. Spring 8| of circuit controller 10 is normally under compression and of a comparatively higher tension than spring 2,9 and therefore, even though the. fait e.

if the operator believes he is depressing the .brake pedal, Aaccelerator 49 will further move in .clockwise rotation thereby. depressing button 1I and openingthe ignitioncircuit as more fully here.- inafter described. YSince throttle valve lever I5 engagesstop Il theaforesaid further rotation..of

accelerator pedal 49 will act to move rod 4| and collar 5| .to the left therebyvcompress-ing spring .5.9

and moving adjusting nuts 49 away from boss .48.

Simultaneously with the aforesaid movement of button 'II and rod 46, rod 55 is Aalso moved to the left.Y It is to be noted that when throttle valve lever I5 has been moved .to .the full open position and engages stop I1, that adjusting nuts Y59 on rod55 will engage, or be in close approximation to, boss 60, therefore the additional rotation of accelerator lever 40 in operating button 'II Ywill cause adjusting nuts 59 to engage and move lever 51 in counterclockwise direction thereby moving brake rod II and applying brakes-to the vehicle. Also upon. depressing button 1|, solenoid 53 is energized thereby moving armature `52 to the left and exerting a pull` on rod 55 additional to that furnished by accelerator pedal 40" as will be more fully hereinafter described. "j

Referring to Fig. 6, battery I2-Il supplies energy through ignition switch -I2I to contacts 'IS-19 l of circuit controller 10 and thence to ignition system |22 of said vehicle I. Energy from switch I 2| is also supplied to normally open contacts 80-80 and thence to solenoid 53 'and normally opencircuit controller 54, said last named circuit ycontroller controlling iiow of energy to horn |23 Aof said vehicle. As'shown ignition system |22 will be normally energized upon. closingv ignition switch I2 I, however upon `depressing buttn|| of circuit contro-ller 'I0 the plunger unit 16 is moved downwardly thereby establishing a circuit between circuit closers 80-80 to solenoid 53 and energizing the same. AUpon energizing said solenoid Aand 'moving armature 52 thereinto cir-i cuit controller 54 establishes a circuit to horn |23 causing its operation providing switch |24 is closed; *Horn |23 is also controlled by the usual horn button |25.`

Referring to Fig. '7, the throttle Valve is closed to the idling position upon movement of lever 94 to' eitherl of the extreme positions C--C shown and isv fully open when said lever is in the 0 position, namely, when said lever 94 androd 95 are'in alignment. Upon initially depressing lever 9| from'the fully released position shown,. lever r94 acts to open the throttle valve, movinglever I`'away from stop I6 toward stop I1. After lever 9| has been depressed substantially one-half way,

said throttle will be fullyv open and lever I5 engagingstop I'I. Further depressing lever 9| until boss 44 engages button 'I.| will act to move lever 94 from the O position to the lower C position thereby moving lever I5 from stop I'I to stop I6 and closing the throttle valve to the idling position.- It is to be noted that in this form, lever Is erators are normally driving said vehicles inthe higher speed brackets.

Referring to Fig. 8, as vhereinbefore Idescribed lever I has a comparatively large travelvwith respect to lever I5 during .the initial and ,depressed positions thereof .and a comparatively slow rate of travelr with `respect to lever I5 during the median travel thereof and this form of accelerator lmating the pressure exerted upon rthe operating parts acted llDOnby the .pressure of fthe. clutch spring when the clutch is being engaged.

It is -to beA noted that when the circuit -con-` troller 54 isemployed horn |23 is automatically energized upon'depressing button ll inemergency or inadvertently. y.

For more full understanding, thenperiods of travel of the clutch operating mechanism during movement thereof prior `to initial'fdisengaging and after full disengagement orprior'fto initial engaging and after full engagement of said driving and driven elements of 'the clutch-will vbe' termed the lost motion periods and the periods loff-travel thereof from Ainitial disengagement to i to the initial disengaging of the driving-and'Y driven elements of the clutch as piston' 25 moves to the left, said clutch lever and operating membersl also lmove substantiallyv synchronouslyafter the full engagement of said driving `and driven`.ele

ments as said piston moves to the right.`

It is to be understood that duringjthe'disengag'- ing and `rse-engaging movement orlpe'riod'of jthe driven elements with respect to the, driving. .ele-

ments of said clutch on vehicle I,r corresponding.

to the travel or movement portion A of 'power curve P Fig. 9, and which also corresponds tol the travel or movement ofclutcllever 2 0," neglect'- ing the lost motion or travelf'periods, theiliovement vof the operating mechanism or member of the' powerv operated device 23,; as lfor example `the piston 25 andr connecting rod' `35, has a travel or movement corresponding substantiallyv to .the portion Bof power curve P in Fig. 10,'and'therefore a variable-relative movement occurs vbetween said clutch lever 29 and the mechanism operated thereby, as for example, said piston and connect.-` ing rod, said variable relative mo-vement or travel being effected by the compressionlof vspring .3,?g during the disengaging and re-engaging p; riods of said driving and ,driven elements. y

By producing the comparatively slow or'predeterm'ined rate of relative movement between .the clutch operating lever |24 and the -clutch lever |39 or power operated device V2.4 just prior' to the initial engagement of clutch members |29 and I2I a more gentle or soft engagement is r.obtained than with the form shown in Figs.A 2 and 3 Whereinarelative mevement does not .occur .until after said initial lengagement and wherein said relative movement is not at a predetermined rate of relative movement but varies in proportion to the engaging resistance of said clutch members.

Clutch lever l I is moved tofull released position' during the lost motion periods by a comparatively weak spring not shown, similar to spring 25.

Whereas I have shown the preferred embodiments of the invention in the drawings, it will be obvious to those skilled in the art that modifications thereof may be made without departing from the spirit of the invention. v

' What I claim is:

1. lIn clutch operating apparatus, a clutch having driving and driven elements arranged to be engaged for synchronous rotation, and disengaged for independent rotation, a resilient member operated during the disengagement and re-engagement of said elements normally effecting engagement therebetween, clutch operating mechanism having a lost motion range of travel and a clutch engaging and disengaging range of travel, a clutch operating member, and means including reduction gearing connecting said clutch operating member and said clutch operating mechanism for effecting a synchronous movement therebetween during the lost motion travel thereof and a relative movement therebetween during the clutch disengaging and re-engaging travel thereof. I 2. In clutchv operating apparatus, a clutch having driving and driven elements arranged to be engaged for synchronous rotation and disengaged for independent rotation, a spring operated during the disengagement and re-engagement of said elements normally effecting engagement therebetween, clutch operating mechanism having a lost motion range of travel and a clutch engaging and disengaging range of travel, a clutch operating'member, and means including reduction gearing connecting said operating member and said clutch operating mechanism for effecting a synchronous travel therebetween during the lost motion travel thereof and a relative travel therebetween during the clutch engaging and disengaging travel thereof.

3. In clutch operating apparatus, a clutch, clutch operating mechanism, a pivoted clutch actuating member having the free end portion thereofl arranged to engage and disengage said clutch, a stop portion on said actuating member, a pivoted reduction member including a stop portion for engaging the stop portion on said actuating member, a fixed stop for engagingv said reduction member positioned to permit a predetermined relative pivotal movement between said actuating and reduction members when said actuating member stop portion is moved away from said reduction member stop portion and before saidlreduction member engages said fixed stop, and means operated by said clutch operating mechanism for eecting a predetermined rate of travel of said relative movement and a simultaneous movementof said members after said actuating member stop portion has engaged said reduction member stop portion. I

4. In clutch operating apparatus, a clutch, a clutch operating member having engaging and disengaging travel and lost motion travel for operating said clutch, a clutch pedal, means operated by said clutch pedal for producing a predetermined relative rate of movement between said clutch operating member and said pedal dur-` ing-said engaging and disengaging travel,means for producing a synchronous movement ofsaid member and said pedal during said lost motion travel, said relative rate of movement beinge's tablished prior to initialengagement of said clutch when engaging the same.

5. In clutch operating apparatus, a clutch, Va clutch operating member having engaging an'd disengaging travel and lost motion'travel for opl erating said clutch, a power operated device; means operated by said device for producinga predetermined rate of relative movement between said member and said device during said engaging and disengaging travel, means for producing a synchronous movement of said member and said device during said lost motion travel, 'said `relative rate of movement being established priorl to initial engagement of said clutch when engaging the same.

6. In clutch operating apparatus, a clutchya clutch operating member having engaging and disengaging travel and lost motion travel for operating said clutch, a speed reducing member movable independently of said operating member, a clutch pedal, means operated by said pedal operatively connecting said members for producing a predetermined rate of relative movernent between said members during said engaging and disengaging travel, and means for pro'- ducing synchronous movement between said members during said lost motion travel. f

7. In clutch operating apparatus, afclutch`a clutch operating member having engaging and disengaging travel and lost motion travel for. operating said clutch, a speed reducing member operable independently of said operating member, a power operated device, means operated by said device operatively connecting said ydevice and member for producing a predetermined rate of relative movement between said device and said member during said engaging and'disengaging travel, and means for producing synchronous movement between saiddevice and sai member 'during said lost motion travel. 1

8. In clutch operating apparatus, a clutch, a pivoted clutch operating member having engaging and disengaging oscillating movement, and lost motion oscillating movement, a piv-otedspeed reducing member oscillatable independently `of said operating member, a clutch pedal, means operated by said pedal for producing a predetermined rate of relative oscillation between said members during said engaging and disengaging movement when said pedal isoperated in one Zone, and means for producing vsynchronous oscillating movement between said members `during said lost motion movement when said pedal is operated in another zone.

9. In clutch `operating apparatus, a clutch,` a pivoted clutch operating member having' engaging and disengagingY oscillating movement and lost motion oscillating movement, a pivoted speed reducing member oscillatable independentlyof said operating member, a power operated device, means operated by said device for producing a predetermined rate of relative oscillation between said members during said engaging and disengaging movement when said device is operated in one zone, and means for producing synl chronousI movement of said members during said lost motion movement when said device is operated in another zone.

10. In clutch operating apparatus, a clutch, a clutch operating member having engaging and disengaging travel, and lost motion travel, for operating said clutch, a primary speed-reducing member movable independently of said operating member, and means including a secondary speed reducing member pivoted on and bodily moved by said clutch operating member engaging said primary speed reducing member for producing a predetermined rate of relative movement between said operating memberand said primary speed reducing member duringsaid engaging and disengaging travel and a synchronous movement thereof during said lost motion travel.

11. In clutch operating apparatus, a clutch, a

clutch operating member having engaging and disengaging travel and lost motion travel for operating said clutch, a primary speed reducing member movable independently of said operating member, and means including a secondary speed reducing member pivoted on said clutch operating member engaging said primary speed reducing member and xed and movable stops for producing a predetermined rate of relative movement between said operating member and said primary speed reducing member during said engaging and disengaging travel and a synchronous movement thereof during said lost' motion travel.

12. In clutch operating apparatus, a clutch, a

clutch pedal, a clutch operating member having engaging and 10st motion travel for operating said clutch, and means responsive to movement of said pedal including pivoted members and iixed and movable stops for producing a predetermined rate of relative movement between said pedal and said clutch operating member during said engaging travel of said clutch operating member vand a synchronous movement thereof during said lost motion travel of said operating member, said relative movement being established prior to initial engagement of said clutch.

13. In clutch operating apparatus, a clutch, a power operated device, a clutch operating member having engaging and lost motion travel periods, for operating said clutch, and means responsive to movement of said device including pivoted members and xecl and movable stops' for producing a predetermined rate ofl relative movement between said device and said clutch operating member during said engaging period of travel of said clutch operating member and a synchronous movement thereof during said lost motion travel period of said operating member, said relative movement being established prior to the initial engagement of said clutch whereby said clutch operating member is moving at a comparatively slow rate of travel with respect to said device when said clutch is engaged.

OSCAR A. ROSS. 

